Engine.



we. MORTIMER.

ENGINE.

APPLICATION FILED JUNE 3. 1915.

Patented Feb. 13, 1917.

2 SHEETS--SHEET I.

H. G. MORTIMER.

ENGINE.

APPLICATION FILED JUNE 3. I915- Patented Feb. 13'

HARRY G. MORTIMER, OF NEW YORK, N. Y.

ENGINE.

Specification of Letters Patent.

Patented Feb. 13, 1917.

Application filed June 3, 1915. Serial No. 31,870.

To all whom it may concern:

Be it known that I, HARRY G. Mon'riMnn, a citizen of the United States,and a resi dent of the city of New York, borough of Manhattan, in thecounty and State of New York, have invented a new and Improved Engine,of which the following is a full, clear, and exact description.

My invention relates to engines of the internal combustion type, and hasreference more particularly to an engine the admission and exhaust ofwhich is controlled by. a rotary valve or valves, the pressure fromwhich valves is relieved during compression and. explosion by a secondary piston provided within the cylinder and which is controlled from theoverhead of the engine. An object of the invention is to provide asimple and efficient engine the rotary valves of which are relieved frompressure during the explosion and compression. A further object of theinvention is to provide an engine having a secondary piston in each ofthe cylinders operated by an independent crank shaft, and which crankshaft is synchronized in its movement with the main crank shaft of theengine.

lVith the above and other objects in view, the nature of which will morefully appear as the description proceeds, the invention consists in thenovel construction, combination and arrangement of parts as herein fullydescribed, illustrated and claimed. In the accompanying drawings,forming part of the application, similar characters of referenceindicate corresponding parts in all the views.

Figure 1 is a longitudinal section through an engine embodying myinvention;

Fig. 2 is a vertical section on line 22, Fig. 1;

Fig. 3 is a similar section on line 33, F ig. 1;

Fig. 4 is a section on line 4l, Fig. 1 showing the transmission from thesecondary crank shaft to the rotary valve;

Fig. 5 is a diagram of the pistons and valves during the four cycles ofthe engine; and

Fig. 6 is an. elevation of the rotary valve.

Referring to the drawings, 6 represents the cylinder casting, which hasfour uniform, cylindrical through bores each engaged by a main piston 7connected to the main crank shaft 8, mounted in the crank casing 9, by aconnecting rod 10. A rotary valve 11 is preferably provided on each sideof the cylinder casting 6 adjacent the top thereof. The valves 11 extendthrough the entire width of the casting and have their inlet and outletopenings 12 and 13 respectively for the same cylinder to register withthe openings 14 connecting the cylinder they control with the valvecasing 15. To relieve pressure froln the rotary valves 11, a secondarypiston 16 is provided within each cylinder above the piston 7. Aconnecting rod 17 binds each of the secondary pistons to a secondarycrank shaft 18 mounted to rotate on the top of the casting 6 in suitablebearings provided. for the crank shaft.

The throw of the secondary crank shaft is greater than the depth of theopenings 14. so that the pistons will descend below the openings andrise above the said open ings 14.. The main and secondary crank shaftsare geared by an endless chain 19 which synchronizes the movements ofthe two crank shafts so that the secondary shaft will run at half speedof the main crank shaft. although the two crank shafts are actuated bythe same explosive power within the cylinders. The rotary valves 11 aregeared to the secondary crank shaft by an endless chain 20 so as torotate at the same speed with the secondary crank shaft.

The admission and exhaust openings of the inlet valves are separated byintegral. walls, shown in dotted line in Fig. 6, so that all oftheadmission openings 12 lead to a central part of the valve whereperipheral openings 21 are provided which enter into an enlarged part 22of the valve casing 15. the enlarged part extending to one side of thecastings 6 to form a fuel inlet 23. The two openings 13 to each side ofthe central part of the valve are in communication and open at the endof the valve, each end of the valve leading to a pipe 24. The cylindercasting 6 has integrally-formed water jackets about the cylinders andcasings, as best indicated in Figs. 1 and 2.

At A in Fig. 5, the cylinder of the engine is at the beginning of theintake stroke; the crank shafts 8 and 18 are both at their highestpoints. At B, Fig. 5, the piston 7 reached its lowest point, because thecrank shaft 8 has turned through 180 degrees. The piston 16 is in themiddle of its displacement because the crank 18 has only turned through90 degrees; but the rotary valves 11 have substantially closed theopenings 1.1 and, therefore, the return movement of the piston 7 cancompress the charge received by the cylinder. As the furtherdisplacement of the piston 16 is reached the charge will not be highlycompressed before the openings 14 in the cylinder are closed by thepiston 16, so that the valves 11 will not be subjected to high pressureat all. At G in Fig. 5 thepiston 16 has reached its maximum downwarddisplacement, for the crank of the shaft 18 is in its lowermostposition, While the crank of the shaft 8 is at its highest position and,therefore, the piston T has reached its maximum upward displacement. Thecharge is now at maximum compression, and it will be seen that theopenings 1 f leading to the valves 11 from the cylinder are barred bythe piston 16 and, therefore, the valves 11 are entirely cut oil fromthe cylinder. The charge is exploded by a spark plug 25 provided at asuitable space in each cylinder in the casting 6. At D, in Fig. 5, thepistons 7 and 16 have been displaced by the exploded charge; and it willbe noted that for the 180 degrees displacement of the shaft 8, the crankof the shaft 18 is displaced through an angle of 90 degrees, partlyuncovering the openings 14 leading to the valves 11, the exhaustopenings 13 of which have been brought into register with the openings1.4 so that the gases may exhaust, and the exhaust will continue untilthe valves 11 cut off the same and bring the inlet opening 12 intoregister with the openings 14, as indicated at A in Fig. 5.

It is self-evident that in place of having a uniform through cylindricalbore, that is to say, having the pistons 16 and 7 of the same diameter,the secondary piston may be made of smaller diameter. if so desired. Insuch case the cylindrical bore will not be uniform, but stepped. Bymaking the bore uniform, as described, the structure is rendered lessexpensive; and, further, the open ings 1"1- leading from the cylinder tothe rotary v alv'cs, can be made larger and, therefore, a better andquicker admission of fuel and exhaust of the combustion gases isobtained. For the same reason, two rotary valves are preferablyprovided, instead of one.

It will be noted that the explosion of the gases will drive bothpistons, but due to the gearing by means of the chain 9, as described,the upper crank shaft cannot run at a speed higher than one-half that ofthe main crank shaft 8.

While I have described the principle of operation, together with thedevice Which I. now consider to be the best embodiment thereof, I desireto have it understood that the engine shown is merely illustrative andthat such changes may be made as are With in the scope of the appendedclaim.

I claim:

In an. internal combustion engine, a rotary valve comprising a hollowshell having a plurality of oppositely disposed fuel delivery andcombustion gas receiving openings, and Walls separating the deliveryopenings from the receiving openings so that all of the deliveryopenings interconnect, said shell having peripheral openings forming aninlet to the delivery openings, said valve having end openings formingan outlet for the combustion gas receiving openings.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing Witnesses.

HARRY G. MORTIMER.

Witnesses:

B. JOFFE, PHILIP D. ROLLHAUS.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, I). C.

